Aircraft jet control



Nov. 9, 1965 w, F. MOORE ETAL AIRCRAFT JET CONTROL 2 Sheets-Sheet 1Original Filed Oct. 4. 1960 INVENTOR. WEA/DELL E MOORE and KURT IaSTEfiL/A/G Nov. 9, 1965 w. F. MOORE ETAL 3,216,192

AIRCRAFT JET CONTROL Original Filed Oct. 4, 1960 2 Sheets-Sheet 2 .4 m.In f A INVENTOR. WENDELL F. MOOFE and KURT R STEHL/A/G BY atent OfilcePatented Nov. 9, 1965 3,216,192 AIRCRAFT JET CONTROL Wendell F. Moore,R0. Box 414, Youngstown, N.Y., and Kurt R. Stehling, 95 Pine Oak Drive,Silver Spring, Md.

Original application Oct. 4, 1960, Ser. No. 60,337, now

Patent No. 3,008,672, dated Nov. 14, 1961. Divided and this applicationJuly 28, 1961, Ser. No. 136,380

1 Claim. (Cl. 60-356) This application is a division of application Ser.No. 60,337 which was filed Oct. 4, 1960 and matured into Patent No.3,008,672 Nov. 14, 1961.

This invention relates to aircraft attitude and flight direction controlmeans, and more particularly to high altitude aircraft attitude anddirectional control means.

It is a primary object of the present invention to provide an improvedaircraft attitude and directional control means comprising combinationsof aerodynamic reaction and rocket reaction or jet reaction means.

Another object of the invention is to provide in devices as aforesaidimproved means for control of the aircraft in attitude and direction,automatically operable with improved facility at both low and highaltitudes.

Another object of the invention is to provide improvements in controlsystems as aforesaid, whereby assistance is provided for the pilot inmanual manipulations of the control system under highly loadedaerodynamic control surface conditions.

Other objects of the invention will appear from the specificationhereinafter.

In the drawing:

FIG. 1 is a schematic perspective view of an airplane embodying anattitude control system of the present invention;

FIG. 2 is a sectional view, on enlarged scale, of a reaction nozzledevice of the system of FIG. 1; and

FIG. 3 is an enlarged perspective view of a portion of the controlsystem shown in FIG. 1.

The invention contemplates, generally, provision of thrust reactionnozzles at suitable positions offset from the roll, yaw, and pitch axesof the aircraft; said nozzles comprising either rocket motors or thrustreaction nozzles operated by self-contained fuels or propellantssupplied by one or more fuel tanks. In the form illustrated herein, thenozzles are supplied with hydrogen peroxide from a central storage tankand embody catalyst charges functioning to fire or trigger decompositionof the hydrogen peroxide as it enters the engine. Suitable control valvemeans also coupled to the conventional aerodynamic surface controlsystem of the aircraft are so arranged that conventional pilot controlmotions are productive of proportionate attitude and directional controlresponses for maneuvering purposes by both the conventional aerodynamiccontrol surface system and by the reaction nozzle devices.

For example, as illustrated in FIG. 1, an aircraft embodying theinvention is designated generally at to comprise a fuselage havingopposite wing panels 1212 and the usual tail empennage 14. To illustrateone example of the invention, the wings are provided with verticallypivotable ailerons 1616 controlled by horns 1717 and a push-pull rod andbell crank control system indicated generally by 18 coupled to a pilotcontrol stick 20; as is well known in the art. It will, of course, beappreciated that the aircraft will also be provided with elevator andrudder control systems of presently conventional form (not shown);whereby the aircraft will be maneuverable in attitude and directionabout its roll, pitch and yaw axes by pilot control of the aerodynamicsurfaces referred to, at least under relatively low altitude conditionswhen in atmospheres providing adequate control reaction forces on theaerodynamic surfaces.

To provide for similar control of the aircraft when operating inrarified atmosphere at substantially higher altitudes and to augment themanually controlled pilot actuated aerodynamic surface control system,the aircraft may also embody one or more fuel tanks as indicated at 22carrying fuel or propellants such as hydrogen peroxide, or the like,coupled to fuel supply lines as shown at 23 23 extending through thewing panels into connection with corresponding reaction nozzles 2525. Avalve, solenoid operated or otherwise controlled as indicated at 24(FIG. 1) is provided for basic control of the thrust nozzle system, andmay be either automatically actuated as by an altitude responsivebellows or a speed responsive device or an acceleration rate responsivedevice, or it may be pilot-actuated by any suitable remote controldevice. Thus, the valve 24 may be arranged so as to remain closed whilethe aircraft is flying at relatively low altitudes wherein theaerodynamic surfaces are adequate for control purposes, or it may beoptionally opened to permit the thrust nozzles to augment theaerodynamic controls.

Valve 24 may be of a type as illustrated in US. Patent No. 1,557,822.This type of valve is connected into the system such that it is normallyclosed at relatively low altitudes in response to pressure existing atsuch altitudes, the valve being normally open at higher altitudes due tothe degree of pressure existing at such higher altitudes. It is, ofcourse, understood that the valve of the type shown in theaforementioned patent is connected in the fuel line between fuel tank 22and the reaction thrust nozzles 25, 25.

Thus, it will be understood that whenever the aircraft approaches arelatively high altitude wherein the atmosphere is so ratified as toprovide insuificient aerodynamic reaction forces against the controlsurfaces referred to hereinabove, the valve 24 will be opened to permitflow of propellant or fuel from the tank 22 through the conduits 23, 23.The nozzles 2525 are individually controlled by means of valvesindicated generally at 26--26; each valve comprising a housing 28 (FIG.2) coupled to the corresponding reaction nozzle 25, by means of a screwthread connection as indicated at 29. In each case the housing 28 isbored as indicated at 27 and is counterbored as indicated at 30 toreceive in free sliding relation therein a valve stem and disc unit 32,34, comprising the control member of the valve device. The valve stem 32terminates exteriorly of the housing in a screw-threaded portion 36 forconnection with one end of the control system, which will be more fullyhereinafter described.

The valve chamber 30 is arranged in communication with a fuel inlet port38 which connects to the fuel supply line 23, and the valve stem 32 ispressure-sealed by means of a packing gland 37. Thus, it will beappreciated that alternative movements of the valve stem toward theright and left as viewed in FIG. 2 will alternately unseat and seat thevalve disc 34 relative to the valve seat formed by the counterboreshoulder of the housing, so as to control the flow of fluid fuel fromthe inlet port 38 into a transverse bore 40 formed in the housing 28 andleading to the reaction nozzle 25. Preferably, the valve seat and valvedisc portion 34 are taper-shaped to cause the valve to operate with athrottling action, as well as its off and on positions.

The discharge port 40 of the valve chamber 28 leads into an enlargedopen end portion 42 in line with which is disposed a metering washer 44and a dispersion grid 46; all of which parts are arranged in relativelyspaced relation by means of spacers 47, 48, respectively, and sealed asindicated at 49. The housing portion 50 of the nozzle is of generallycylindrical form and is interiorly shouldered at one end to accommodatethe grid and meter and spacer devices 44, 46, 47, 48, as shown in FIG.2; and is relatively assembled to the body 28 by means of thescrew-thread connection 29 and a suitable lock nut as indicated at 52.The hollow interior 54 of the nozzle body is packed with a suitablecatalyst material for decomposing the hydrogen peroxide, as indicated at55; the catalyst being retained therein between the dispersion grid 46and a catalyst retainer grid 56 at the outer end of the nozzle body.

An elbow-shaped jet nozzle 58 is finally assembled upon the outer end ofthe nozzle body 50 to receive the stream of gaseous products issuingthrough the grid 56 and to divert it angularly for final discharge fromthe outlet nozzle portion 60 in a direction normal to the horizontalattitude plane of the aircraft. It will be appreciated that the nozzlebody portion 50 and the valve body portion 28 may be readily nestedwithin the aerodynamic profile of the aircraft wing panel 12, while thedischarge nozzle 60 may be disposed to discharge downwardly below thewing panel while being substantially flush with the under surfacethereof. Obviously, the component parts 28, 50,58, may be relativelyrotated so as to permit any convenient mode of assembly and dispositionof the device in the airplane wing profile, according to conditionsprevailing in any given airplane design.

Referring now to FIGS. 1 and 3 of the drawing, the control system willbe more fully described and the intercooperation between the aileronsand the jet nozzles will be more fully understood. The control stick 20is connected with a first bell crank which is in turn connected with apush-pull rod 66 connected with another bell crank 67, bell crank 67 inturn being connected with push-pull rods 68 and 69 which extendoutwardly in the opposite wings, rod 68 being connected with bell cranks70 and 71 while rod 69 is connected with bell cranks 72 and 73.

It will be noted that bell cranks 70 and72 are in turn connected withthe horns 17 of the associated ailerons such that reciprocatory movementof rods 68 and 69 operates the ailerons of the opposite wings inopposite directions.

Bell crank 71 is operatively connected with one of the control valves 26while the other bell crank 73 is operatively connected with the othercontrol valve 26 in the opposite wing. Rods 68 and 69 are operativelyconnected with the bell cranks 71 and 73 respectively through a lostmotion connection, the two lost motion connections being similar to oneanother, but in reverse position. The construction of the lowermost lostmotion connection as seen in FIG. 1 is illustrated in the enlarged viewshown in FIG. 3.

As seen in FIG. 3, the valve stem 32 extends outwardly of the controlvalve 26 and is threadedly connected with a link 75 which is in turnpivotally connected with one end of the bell crank 71 at 76. Bell crank71 is fixedly pivoted at 78 and the opposite leg portion 79 thereof isprovided with an opening 80 and an elongated slot 81. An abutment member82 includes a first leg 83 which is provided with an openingtherethrough through which extends a bolt means 84 for securing theabutment member 82 in a particular position in slot 81. Slot 81 permitsadjustment of the abutment along leg portion 79 so that the abutmentmember may be positioned for proper operation with the associatedpush-pull rod. Abutment member 82 also includes a depending leg portion85.

The outer end of push-pull rod 68 is provided with a longitudinallyextending projection 90, projection 90 being adapted to engage thedepending leg portion of the abutment member. It is apparent that whenpushpull rod 68 is moved into engagement with the abutment member andthen moved further in the same direction,

, shown in FIG. 3.

the bell crank 71 will be pivoted clockwise as seen in FIG. 3. 7

Push-pull rod 68 is also provided with a collar 91 suitably fixed inposition thereon and including an out standing ear 92 having an opening93 formed therein. A tension spring 95 has the opposite ends thereofdisposed within openings 93 and 80 for producing a constant tensionbetween the ear portion 92 and the outer end of the bell crank 71.

It is evident that tension spring 91 will produce a constant tension onthe outer end of the bell crank 71 tending to rotate it in a counterclockwise direcion as Accordingly, when the push-pull rod 68 is in theneutral position as indicated in FIG. 3 or is moved away from the bellcrank 71, the bell crank will be moved to its limit of movement in acounter clockwise direction which causes the valve stem 32 to be urgedinwardly thereby seating the valve disc portion 34 upon its associatedseat and closing the valve.

It will, of course, be understood that the construction and operation ofthe interconnection between push-pull rod 69 and bell crank 73 isidentical to the connection abovedescribed.

For the purposes of clarity, the projection has been shown as beingspaced from abutment member 82, although in actual practice, theprojection 90 in the neutral position of the system will be inengagement with the associated abutment member or only slightly spacedtherefrom such that operation of the ailerons is followed almostimmediately by corresponding energization of the jet nozzle associatedwith the same wing.

Considering now the operation of the control system, assuming the twoailerons are in neutral position, each of the bell cranks 71 and 73 willbe rotated by the spring tension of the associated lost motionconnection such as to close both of the valves 26. Assuming now that thecontrol stick is actuated such as to move push-pull rods 68 and 69 inthe direction of arrows A, this motion Will cause aileron 16 to belowered thereby increasing the lift on the associated wing while theopposite aileron 16 is raised to decrease the lift on the opposite wing.As push-pull rod 68 moves in the direction of arrow A projection 90 willpush upon abutment member 82 and rotate bell crank 71 in a clockwisedirection as seen in the drawing thereby opening the associated valve 26and energizing the associated jet nozzle.

On the other hand, movement of push-pull rod 69 in the direction ofarrow A moves the projection on pushpull rod 69 away from the abutmentmember of bell crank 73 thereby increasing the spring tension in theassociated lost motion connection such that the control valve associatedwith bell crank 73 will remain closed.

It is evident that movement of the push-pull rods 68 and 69 in thedirection of arrows B will cause the control valve associated with bellcrank 71 to close, and the control valve 26 associated with bell crank73 will be opened with continued movement of the push-pull rods in thedirection of arrows B.

As seen in FIG. 2, the control valve 26 is partially open and the valvedisc 34 has been moved away from its associated seat. It will beappreciated that the valve control stem portions 36 are connected intothe aileron actuating control system of the aircraft such that as thepilot moves the control stick for attitude correction of the aircraft,the ailerons 16, 16 are thereby actuated in a conventional manner whilethe valve devices 26, 26 are differentially actuated so as to provideassistance in controlling the aircraft. As long as the main controlvalve 24 is closed, no fuel will flow from the supply tank 22 to thenozzles 2525 and thus at relative low altitude flight conditions whereinthe ailerons produce adequate reaction control forces, the fuel of thetank 22 is conserved.

However, in flying at higher altitudes in rarified atmosphere, such thatthe ailerons provide inadequate control reaction forces or when thepilot requires assistance in operating the aerodynamic control surfacesagainst the forces of the relative air stream, the valve 24 will beopened to permit flow of fuel to the nozzle valves 26, 26. Thedifferential actuations of the control valves 26, 26, responsive topilot manipulations of the control column 20 will then cause the nozzles25, 25 to operate so as to direct thrust reaction streams downwardlyunder the wing panel tips, thereby providing attitude control forcestending to roll the aircraft about its longitudinal roll axis. Thus, itis a particular feature of the invention that the attitude controlnozzles are at all times readily operable without the use of ignitionsystems and separate controls therefor, or other control and accessorydevices such as would unduly complicate the system.

It will of course be appreciated that whereas the invention has beenhereinabove described only in conjunction with a roll control or lateralattitude control system for the aircraft, similar systems may of coursebe provided to control the aircraft about its yaw and pitch axes, inconjunction with the conventional rudder and elevator control systems.However, in the interest of simplification of this specification theseother systems are not illustrated or described in any greater detailherein. Thus, although only one form of this invention has beendescribed in detail, it will be understood that various changes may bemade therein without departing from the spirit of the invention or thescope of the following claim.

We claim:

A reaction thrust engine comprising a catalyst housing providingtherewithin a chamber having inlet and outlet ends, said housing havingadjacent its inlet end means mounting thereat a fluid fuel inletmetering port device extending transversely of the inlet end portion ofsaid chamber and a fuel dispersion grid device disposed in spacedparallel relation thereto, a gas dispersion grid member disposedtransversely thereof at the outlet end of said catalyst housing, acatalytic substance disposed in said chamber between said fueldispersion grid and said gas dispersion grid, a gas thrust dischargenozzle comprising a conduit for carrying the gaseous products ofreaction of said fuel with the said catalyst, and a control valvehousing having one of its end portions connected to the inlet end ofsaid catalyst housing to deliver fuel to said catalyst housing, saidvalve housing being internally bored to provide a fuel passagewaytherethrough and having a fuel inlet port in communication with saidpassageway, a valve stem displaceably mounted within said passageway andextending at one end externally therefrom for connection to a pilotcontrol device, said passageway being formed with a valve seat portionintermediately of its ends, said valve stem being formed with a valvehead cooperative with said valve seat portion to provide on-olf fuelflow control according to positional adjustments of said valve stem,said fuel inlet port extending into said valve housing in communicationwith said passageway at a position ahead of said valve head, said valvehousing including a cylindrical portion enclosing said fuel outlet bore,and said cylindrical portion and said catalyst housing being relativelymounted by a screw thread connection therebetween with said fuelmetering port device and said fuel dispersion grid device being mountedtherebetween.

References Cited by the Examiner UNITED STATES PATENTS 591,228 10/97Goltermann 251321 X 1,897,092 2/33 Weir 35.6 X 2,721,788 10/55 Schad.

2,827,762 3/58 Towns 60-35.6 2,865,721 12/58 Lane et al.

2,93 0,184 3/60 Plescia et al.

3,040,521 6/62 Broughton et al. 60-3946 X JULIUS E. WEST, PrimaryExaminer.

SAMUEL LEVINE, Examiner.

